Automatic train-stopping device.



J. W. SAYHE.

AUTOMATIC mm 310mm; DEVICE. APPLICATION HLED JAN. 4. 1916- RENEWED DEG-'30. 191.3- 1,295,071,, Patented Feb. 18, 1919.

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AUTOMAHC TRAIN STOPPING DEVICE;

APPLICATION FILED JAN-'4, l9l6. RENEWED DEC. a0. 1918.

1,295,071., Patented Feb 18, .1919."

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Wihwoow bit OFFICE.

oNE-rrtini) To GEORGE AUTOMATIC lRAlN STfiPPING DEVICE.

Specification of Letters Patent.

Patented Feb. 18, 1919.

Application filed January 4, 1916, Serial No. 70,158. Renewed December 30, 1918. Serial No. 269,026.

To allwhom it may concern: 1

Be it known that T, JAMEs W. SAYRE, a citizen of the United States, residing at Newport, in the county. of Campbell and State of Kentucky, have invented certain new and useful lmproven'ients in Automatic Train-Stopping 'Devices; and. I do hereby declare the following to be afull, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to new and useful improvements in train stopping devices, and has for its principal object to provide a device which may be attached to a railroad train of the ordinary type and which will effectively stop the train should a switch be left open or the semaphore indicate danger.

Another object of the invention is to provide a novel track trip mechanism by means of which a contact may be formed-so that current will be completed through the cab of the locomotive and thereby operate an air valve, thus applying thebrak With these and other objects in View, the invention consists in the novel combination and arrangement of parts which will be fully set forth in the followingspecification and accompanying drawings, in which,

Figure 1 is a diagrammatic view of a train stop constructed in accordance with this invention,

Fig. 2 is an enlarged vertical sectional view of the mechanism carried by the track for completing the circuit, and

Fig. 3 is a horizontal sectional view thereof. 1

Referring now to the drawings by charactors of reference, the numeral 1 designates as an entirety a railroad track con'iprising the usual rails 2 and 3, while the numeral 4: designates generally a spur or switch comprising the rails 5 and 6, which cooperate with the rails 2 and 3. The switch points which are designated by the numerals 7 and 8 are connected to each other by means of the bar 9, which is provided with a projection 10 which in turn is 'pivotally connected as at 11 to the lever 12, the lower end of which is pivoted as at 13 to one of the ties. It will thus be seen that when the lever is thrown to either position the switch board will be thrown, thereby providing a mechanical means for controlling the operation of the switch.

The usual semaphore, designated by the numeral; 1 1 is provided and said semaphore comprises the upstanding member 15 having pivotally secured to its upperend the arm This arm carries at one end the enlarged portion 17 to Which the flexible member 18 is connected. The opposite terminal of the flexible member is connected as at 19 to the lever 20, which in turn is pivotally mounted as at 21 to any suitable support and the opposite terminal of the lever has pivoted thereto as at 22 the bar 23 which is slidable transversely of the track as clearly shown in Fig. 1. This bar 23 is provided with a suitable contact plate 24 at one ter- -minal, which is arranged to operate within the circuit-closer housing as illustrated in Figs. 2 and 3.

A suitable arm 25 is secured to the connecting bar 9 and a brace rod 26 is arranged tohold the arm 25 rigidly to prevent the same from moving from the angle of 90 W1tl] relation to the rod 9. This arm 25 is provided at its end with the angular extension 27, the free end of which terminates in the contact plate 28 which is also arranged to slide in the housing of the circuit-closing element illustrated in Fig. 3.

Carried by the locomotive. is a suitable solenoid 29 which is arranged so that when it is energized, a valve will be operated, thereby applying the brakes to the train and causing the same to come to a stop. This solenoid is connected by means of the wire 30 to the brush 31 which is arranged to contact with. the wheel 32 carried by the pony truck which wheel. is insulated from the'wheel 33 and from the remaining por tion of the locomotive, thereby forming an electrical connection between the rail 3 and the solenoid 29. The opposite terminal of the solenoid is connected through the wire 34: to a ground circuit which terminates in the frame'of the locomotive and is arranged to contact by means of the rail 2 to the ground. A, suitable source of power supply 35 is provided and one ter1ninal of the supply has secured thereto the wire 36 which terminates in the contact member 37 This contact member is sup ported within the housing provided therefor and is arranged to cooperate with the contact member 38 which is also supported in the housing and is connected by means of the wire 39 to the rail 3. These contact plates 37 and 38 are arranged to be bridged through the plates 37 and 38 thereby permitting the circuit to be closed when the pony truck of the locomotive bridges the remaining gap in the'circuit.

In order to provide a proper protection for the contact elements there is provided a suitable housing designated generally by the numeral 40'. This housing comprises the bottom wall 41, end walls 42, and side walls 43. Each of the end walls is provided with an opening 44 having a collar 45 formed integral therewith, to act as a guide for the rods 23 and 27. A plurality of apertures 46 are also formed in one of the end walls and these apertures are arranged to receive the contact wires 36 and 89, which are connected to the plates 37 and 38 asillustrated inthe drawings. "A suitable cover 47 is provided for the casing 4 and it will thus be seen that the contact plates will at all times be protected from the elements and any danger of short-circuiting the device is eliminated. j

While in the foregoing there has been shown and described the preferred embodiment of this invention, it is to be understood that such changes may be made in the combination and arrangement of parts as will fall within the spirit. and scope of the invention as defined in the appended claims.

What is claimed is: V

1. An automatic train stop including the V combination with a locomotive provided 40' with an electrical control for operating the engineers air'valve to set the brakes, of a railroad track, one of the rails of said track being insulated to provide a conductor for an electrical circuit, a circuit closed casing mounted between the. rails, contact plates within the casing, said contact plates being connected'with a source of current supply andto the insulated rail respectively, the

opposite terminal. of the source of electrical supply beingconnected with the other rail, a train carried partial circuit having terminals connected with the rails including train stopping means, a switch for the track, an operating bar connecting the switch points,

a contact member carried by the operating bar and arranged to operate within the casing to close the circuit between the contact plates, and thereby automatically stop the train in case the switch is open.

2. The combination with a locomotive provided with an electrical air valve operating mechanism, of a track, one of the rails of the track being insulated from the other, a circuit closer including a casing, contact plates within the casing, a source of power supply having one pole connected with the other rail, the other pole of the power supply being connected to one of the contact 7 plates, the opposite contact plate being connected to the insulated rail to form a metallic partial circuit, a train-carried partial circuit having terminals connected with the rails including train-stopping means, a slidable bar, a contact plate carried by the bar and arranged to bridge the space between Ighe contact plates and means to actuate the 3. The combination with a locomotive provided with an electrically operated controlling means for the air brake system, of a track, one of the rails of the track being insulated from the remaining portion of the track, a circuit closer provided with contact plates, a slidable bar, means carried by the bar to bridge the contact plates and close the circuit therethrough, an electric circuit including the track rails, locomotive and circuit closer and adapted to be closed by the latter to operate the brake controlling means, and means to actuate the rod.

4. In combination, a locomotive provided with an electrically operated controlling means for the air brake system, a track, one of the rails of the track being insulated from the remaining portion of the track, a circuit closer, a switch in the track, said circuit closer including contact plates, a bar connecting the switch points, an electric circuit including the track rails, locomotive and circuit closer and adapted to be closed by the latter to operate the brake controlling means and means carried by the bar to bridge the contact plates and close the circuit therethrough.

In testimony whereof I afiix my signature in presence of two witnesses.

five cents each, by addressing the Commissioner of Patents, Washington, D'. G. 

